All use different chemistries for cost or performance
grey buildings covering an industrial complex at Nysa, in south-west Poland, look like a modern car factory has been teleported into the surrounding farmland. The plant, though, does not make cars, but it is a new and vital part of the automotive supply chain for electric vehicles . These rely on batteries containing materials that can be expensive, hard to come by and are mostly processed in China. The plant at Nysa is the first to produce those materials at scale in Europe.
Most carmakers are trying to use less cobalt, or eliminate it completely. Not only is it expensive, toxic and rare, but cobalt mining has been linked to labour abuses in the Democratic Republic of Congo, its primary source. For this reason, Umicore uses a monitoring process to exclude unethical practices. Such traceability is becoming increasingly important, not least in thes from February 2027. These will detail the source and nature of the materials used in their production.).
sales, demand for battery materials is booming. The Nysa plant, which opened in September 2022, is already expanding and a second factory is being built next door in a joint venture with PowerCo, a company which combines the Volkswagen Group’s battery activities. Combined, the two plants have the potential to produce over 200On the other side of the battery, anodes are also starting to see more innovation.
Exactly how all these rival battery technologies develop will depend on material prices. The increasing use of cheaper substances, like sodium, could alleviate pressure on supplies of lithium, nickel and cobalt. So will recycling, because an increasing amount of battery materials will come from a growing number ofs reaching the end of the road. Picking winners will indeed be difficult. Like the factory at Nysa, the battery industry needs all the flexibility it can get.
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